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Summary:
The 9/11 Commission found that al Qaeda operatives exploited known weaknesses in U.S. aviation security to carry out the terrorist attacks of September 11, 2001. While legislation and administration actions after September 11, 2001 were implemented to strengthen aviation security, the 9/11 Commission concluded that several weaknesses continue to exist. These include perceived vulnerabilities in cargo and general aviation security as well as inadequate screening and access controls at airports. The 9/11 Commission issued several recommendations designed to strengthen aviation security by: enhancing passenger pre-screening; improving measures to detect explosives on passengers; addressing human factors issues at screening checkpoints; expediting deployment of in-line baggage screening systems; intensifying efforts to identify, track, and screen potentially dangerous cargo; and deploying hardened cargo containers on passenger aircraft. In addition to these specific recommendations, an overarching recommendation for transportation security policy asserts that priorities should be set based on risk, and the most practical and cost effective deterrents should be implemented assigning appropriate roles and missions to federal, state, and local authorities, as well as private stakeholders. In response to the 9/11 Commission's recommendations, the National Intelligence Reform Act of 2004 (P.L. 108-458; 118 Stat. 3638) was enacted on December 17, 2004. The act contains numerous aviation security provisions, many of which address 9/11 Commission recommendations related to aviation safety. These provisions build upon prior aviation security-related provisions, contained in Vision 100 - the Century of Aviation Reathorization Act (P.L. 108-176; 117 Stat. 2490) that was enacted a year earlier on December 12, 2003, addressing many of the concerns expressed by the 9/11 Commission. This report will not be updated.
